Apparatus foe the peopflsion of ships oe vessels



A 5V sh'eetsesneen ,1;

(Nq Model.)

l;P'J.GRI PF01\I. APPARATUS POR THE PROPULSIONOP SHIPS 0R VESSELS.'` 1 y nA PETERS. Pnmmmgmpw. washing@ u cA 5 sheets-sheet 2;

(No Model.)

APPARATUS FOR THE PROPULSION 0F SHIPS 0R VE'SSELS.

10. 381,235. PatentedApr. "17, 14888.

N, Femm Phowumognpher. www", D.cV

(No man.) 5 sheetsfsheet 3.

' E. GRIPFON. APPARATUS POR THB PROPULSION 0F SHIPS ORVLSSELS.v

,235.' PmntedApr. 17. 1388,V

N. PETE ogmplver. Washingion, D. (2V

(No Modl.) Y 5 Sheetssheethl. E. GRIFFON, l

, APPARATUS PORTHBPAOPU1-LSI'0N of" SHIPS 0R VESSBLS. y No.I 381,235. Patented Apr. 1'LZ,188Y8. V

' UNITED STATES]v GFFICE@ f EMMAI'IUEI'. GRFFON, or BORDEAUX, FRANCE? APPARATUS Fon THE- PRDPULSIQN Yelisir-luis oai/Esens.y l v SPECIFICATION forming part of Letters Patent No. 381,235, dated .April 17, 1888.

/' Application filed Oetober`18p1887. Serial No. 252,716. (No model.)

To all whom, t may concern,.-

Be it known that I, EMMANUEL GRIFFON, a citizen of the vRepublic of France, residing at Bordeaux, in said Republic, have invented a new and'useful Improvement in Apparatus for the Propulsion of Ships and other Vessels, of which `the following is a specification, reference' being had .to the accompanying drawings.

The principal feature of my invention is a propeller consisting of a shaft or rod to which are attached on one side of its axis propelling blades or paddles, and which, being arranged horizontally and parallel, or nearly so,With the length of the ship or other vessel,-has im-l parted to it both-'an oscillating or rocking motion about its axis, by which Ythe'paddles are caused' to be alternately submerged in the water and to rise alcovev the surface thereof,

and a-rectiliuear 'reciprocating motion, which 1s made in one direction while the paddles are submerged and in the other direction while they areabove the surface of the water. The

advantages of such a propeller are manifold;

but among the 'most important may be mentioned that almost the whole ot' the power applied to it is rendered directly effective for propulsion, and .that by a reversing-gearapplied to the shaft or `rod of the propeller itself, whereby they submergence of the blades or paddles is caused to take place whilethe rectilinear movement is backward or forward, the direction ofthe propulsion of the rvessel may be changed at pleasure, and hence the necessity of a link-motion or complicated ref versinggear' on the propeller-engine is dispensed with. i

f This improved propeller may be arranged at the bow or at the stern of the ship or vessel; or such propellers may be arrangedlboth at the bow and at the stern-one on each side. The invention also consists in certain details, hereinafter described and claimed, of the construction ofthe propeller itself; also, in certain means, hereinafter described and claimed, for controlling ythe operation of the propeller.

Figure 1in the accompanying drawings is aside view, and Fig.4 2 a plan view, of a vess el havingtwo of` my improved propellers at the bow and twoatthe stern, parts of the hull being broken away to'expose to view the enscale than Figs. 1, 2, and 3*,of the mechanism for operatingY one of the forward propellers.

Fig. 5 is a plan corresponding with Fig. 4., 6o

Figs. 4?J and 5bis 'are side views of the `prof pellen Fig.-6 represents a cross section corresponding with Figs. 4 and 5 of the mechan.

of the propeller-shaft. on `a larger scale, some of vthe details Aof the ,ism 'for producing the oscillating movement Figs. 7, 8,*and'9 show, g

mechanismy last mentioned. Fig. -10 isa longitudinal sectional viewof what ishereinafteri .y

termed theI rollcounterpoise. Fig. 1l ex hibits transverse sect-ions' corresponding with Fig. 10. Fig. 12 is adiagram illustrating the y rangeof the oscillating movementofjtheprof pellers. Fig.'13 comprisesdetail views illustrating the construction of the paddles of the propeller. Fig.f14 is a side viewillustrating the construction et. they paddle-protecting drum.

Similarletters of reference designatecorrespending parts in all .the figures.

As various types of steam-engines might be employed'toidrive my propeller, I have ,not

rthought it necessarytoy vrepresent any .enginel in full. I, however, prefer to'useengineswith inclined cylinders, as rudely indicated at a a' in Fig. 1,the. pistons of such engines beilgconh nected with cranks 1 1, Fig. 2, on thedrivingshaft 2, which is arranged crosswise of thevesself in` bearings in the framing 4and onwhichare secured crankdisks 3 3,which carry the crank# pins 3l, for producing the reciprocating movement of, the'propeller shafts orrods 9 9, the ysaid crank-pins being connected byl connect-r ing-rods 6 6 with cross heads-7 7, which WOIk in fixed horizontahslideways `7"7,`securedv v upon supports 88.v Y

As the system of propellers illustrated by )Figa 1, 2, 3, 4, 4b, and 5bis is compo'sed'of four exactly similar combinations of fparts, I

shall only mention oneof either vof said corn-` binations with reference to those figures,V but shall at the same timepoint out the peculiari.'

ties of the system when viewed as afwhole.v

The cross-head 7, with which the `propelli ng shaft or rod 9 is connected,iscomposedo'fftwo Aparts like an ordinary. journal-bearingthe per part or cap of which is secured in place by bolts. The head of the shaft or rod 9 is made with a series of collars, as shown at 8 in Fig. 4, and the bearing in the cross-head contains corresponding recesses. The cross-head is thereby made capable of imparting-the reciprocating rectilinear motion to the shaft or rod,whi1e the latter is left free to turn in the cross-head. Therod9 prjects'through a stuffing box,10, in the dead-work of the hull of the vessel, as shown in Figs. 1, 2, 4b, and 5, and terminates in a supporting and guiding bearing, 11secured on the outside of the hull. The paddles 20, of which two are represented, but of which there may be one or more, areV secured rigidly `to the rod 9, all on one side of the axis. The said rod is furthersupported in guide-bearings 18 outside ofthe hull fore and aft of the paddles. rIhe paddles are represented as braced to the rod 9 by diagonal braces 22 and as braced together by parallel braces 21. Y y y The inboard portion of the 4rod 9 passes through a frame or case, 5, which may be termed the rolling frame or oscillating case, which rocks` in bearings in a fixed frame, 23, and which contains mechanism for producing the oscillating movement of the propeller and for reversing its operation.VV

Within this rolling frame 5 there is arranged upon the rod 9 a lever, 12, which I call the tilting lever, (see Figs. 4, 5, 6, and 7,) which will be yhereinafter fully described. Outside ofthe framing 23' in Figs. 4 and 5 there are shown on the rod 9 flanges 13,which connect two of the sections or lengths of which the said rod is vcomposed.- Beyond these flanges there is secured on the shaft or rod 9 a collar,14,which will be presently described, and between this and a similar collar, 14', there is arranged whatI term the roll-counterpoise, l5,which is confined lengthwise of the propeller-rod between said collars, but which is capable of oscillation on the rod. Beyond the collars 14' there is fast upon the propellerrod the "paddle-counterpoise consisting of a lever, 16, which is so arranged on the rod and so loaded by a ball at its end as to exactly balance the weight of the paddles. Beyond this paddle-counterpoise there is provided within the hull a bearing, 17, for the propeller-rod.

The propeller-driving cranks 3' on the driving-shaft2areso arranged-that when one pairthat is to say, the two near either end of the vessel-is moving in one direction the other pair is moving in the opposite direction'. The apparatus provided in the Arolling frame for producing the oscillation ofthe propellers is so arrangthat when the paddles of one pair of propel- .1ers are in the water those of the other pair are out of the water, each pair being in the water while the other pair enters the water, the pair which has the paddles in the water always moving at that time in the direction to propel the vessel in the desired direction. Y

I will now describe with reference to Figs. 4,5, 6, 7, 8, and 9 the mechanism contained in the oscillating or rolling frame` or case 5 for producing and controlling the oscillating movement of the propellers and the alternate dipping and ,raising of their paddles. Each end of this case or frame is provided with ahollow trunnion, 5'. These trunnions rest in bearings or plumber-blocks 23, fitted upon the framing 23'. In order to cause the rolling frame to remain in the vertical position. whatever the intensity of the rolling of the sea may be, its lower part must be made heavier than its top portion by `means of cast-iron or lead blocks. `The propellerrod 9 enters the rolling frame, 4passing with very slight friction though the hollow trunnions 5 and extended right through it. In the rolling frame is placed a parallelogram consisting of two long smooth and round rods, 24 and 24', jointed to each other by means of the small traverse-rods 25 and 25', Figs. 4,

5, and. The long rods 24 24 are each mounted at the middle of its length upon a pivot, 26, secured in a support, 25', attached' to the sides of the frame 5, the tw smaller sides of the parallelogram resting upon a metal platform, 27, therein. rIhe end of cach ofthe rods 24 24'bears against supports 28 and 28' or 29 and 29', fixed to the longitudinal sides of the oscillating frame 5 for the ahead motion against 28 and 28' and for the astern motion against 29 and 29. By carefully examining these positions it will be seen that the rod 24, Fig. 5,

forms an acute angle with the axis of the propeller-rod 9, and the rod 24 also forms an acute .angle to the axis of thej propeller-rod 9 equal to that formed by rod 24, only the vertices of these two acute angles point in opposite directions. This being understood, it is further expedient to note that the tilitng lever 12 is shown in Figs. 4 and 5 in its neutral situation-that is to say, at the beginning of itsstroke-and resting upon the rod 24, thus forming an angle of forty-tive degrees -to'the perpendicular. If, therefore, propeller-rod 9 be caused to advance, the lever 12 being drawnalong with it, it will follow rod 24, (which forms an oblique line in relation to the longitudinal axis of the propelling-rod 9,) and in resuming its normal position will cause the rod 9 as it advances to turn on its axis, this operation continuing until the lever gets into Athe vertical position at the point forming the extremity of the rectilinear motion just performed when it is in perfect equilibrium. Now, in this position the said lever is ready to be tilted upon rod 24', in which tilting motion it will describean arc of a circle of forty-tive degrees.4 In order tosecure its tilting ei'ect a spring, 30, which is fixed upon and under each rod 24 and 24', after having been compressed by the said tilting lever toward the end of the stroke ofpropeller-rod 9, expands, when the latter reaches ythe dead-point at the termination of the stroke,

and causes the lever to tilt. and 8.)

(See Figs. 4, 5,

In the aforesaid operation the tiltinglever, as a matter of fact, described an arc of ninety degrees, moving, however, at different veloci- IIS ' at aspeed exactly proportioned to that of the ties. I The'rstfortyftive degrees are run over' propeller-rod, while the remaining forty-live degrees are traveledth roughinstantaneously, partly in accordance with the lawsof the fall of bodies and partly in consequence ofthe impetus given by the spring 30. The paddles 2O `20, being'keyed Von the said rod, will also describe an'arc of ninety degrees. Asthe angles formed by the rods 24 24 of the parallelogram and the longitudinal axis of the propeller-rod' had oppositevertices, it'follows that the tilting lever v12, in coming alternately in contact with each vertex, will overturn. nowupon -rod 24 and then upon rod 24,"and the paddles 20 2Qr "will accordingly rise and sink. v

I will now explain how the tilting lever 12 is arranged upon the propeller rod 9. l'By carefully examining the position of the tilting lever- 12, (assumed-in Figs. 4 and 5 to be atits' neutral'pointQ and bearingin mind thesituaf tion of the paddles, it will be understood that the latter will have to perform exactly the same movement as the said lever in traveling along the rod ofthe pa1'allelogram,which thus acts as its guide. From such an arrangement serious inconveniences mighty rcsult-that is to say, a gradual movement of the paddlesl tending lto withdraw them each from the water might take place,which-. would have an'objectionable effect on the -pressure that each paddle mustv exercise on the water, and the'k propelling surface would change'and decrease by degrees during thejstroke of the propel-j ling-rod 9 until the paddle was wholly im. mersed; but a still greater drawback would be i in the fact thatthepaddles upon issuing from the watcr,when they should produce no effect posite to that required. A 1

The tilting lever consists of two portions/.Lv

viz., an upper one, 12, and a lower one, 12'- which constitute an extension of the said lever blowof a hammer taking'place at each end of Vj -its propulsive stroke, I havearranged in .the

below the shaft or rod 9. Thebottom of the upper portion and the top of the lower one are made in the shape of a bearing, or, rather, a

- coupling-socket, Fig. 7,whieh enables the two sections to be tightly tted upon the propeller-rod 9 between rod. l f .t

Y Upon the propellerirod 9a shoulder, 32, is

; 'provided between collarss3l. The tiltingflever 12, being bolted together with its'co'unter'- part l12', -forms to the right and t0 thelefttwo collars, 12, capable of revolving freely be-l tween shoulder 32 and collar 31 3l. .The middle portion, 12'", of thelower part of the lever 1-2 is o'f equal width with the shoulder 32, form*k ing an integral part of thefpropellerrodand it represents exactly oneihalf of the collars 12"; The central part or upper'shouldcr, 12".is'cut again alternately and in opposite directions;

the-collars 31 3l of the saidl at an angle iof forty`tive degrees and for-ms?,` t

openfspace'equal to the thickness of the lower t shoulder, 32, whereby (whenflever 12 isfin op- 7er eration) it is. caused to come intocontact with shoulder 32 alternately on the right and on the left, Fig. 7. By this means it is rendered im- ,y Y.

possible for'the tilting lever (12 to oscillate than forty-five' degrees;` yThe effect of suchian arrangement of lever 12 is that as it leaves the neutral, point, Figs; 4 and 5, and advances along guide-,rod 24it will'by-Vdegrees resume V without effect upon rod-9 atan angle greater75 its upright position until it reaches thel point 8o where the propeller-rod 9 terminates its course, y

rat which point its position will be .perfectly vertical,- Figs. 4, 5, and. 6. .Thus ydu'ringthe i vwhole of this movement yit will have described without yeffect any anglev ofk forty-five degrees around" rod 9, s o as to finally touch shoulder 32 either on the right or'on the left handside.k

its`course and resumed the vertical position ver, and-at oncecauses the-propeller-rodQ to Directly the lever l2 hastreached the end `of j l the spring 30A expands'rand p ushesthe said'lef/go carry with it the paddles, which dipinto the Awater or emerge therefrom, as the case may be, the ysame operation recurring over and over `The Weight ot' the tilting Vlever 12 must be this for two reasons;rst, to'overcome theresistance due to friction, and, second, tofper-l ymit the overturning vmotion. Toadjust, there-v`v fore, the weight of the tilting lever12,1'it. is g sufficient to provide an internal empty space, f

wherein molten lead may be'poured until the lever is seen to overturn the propeller-rod terpart 12 ofthe tilting lever 12 is made in the shapeof a cap, the bottom portion of which has a semi-cylindricalform. f

In order to prevent'a shock similar tothe;

lower part of the rollingframe 5 asmall ape paratus which I term the selfacting brakeU; of the tilting lever. Thisl apparatus (shown in Figsf/l, 5, and 6) iscomppsed of a numb'erj of rectangular blocks,33, capable `of a recip! roo` . 165 easily. YIf desired, a ball maybe provided at rio rocating motion, thus enabling themgto per-I Y form the desired action, and, arranged infpairs '125l against thesides of the rocking frame 5, their reciprocating motion takes' place between guides 34,'produeed by means of afscrew-t-hreadyed rod,34,operating bothblocks 33 33 together. y This screw-threaded rody 34' is made in two," r3

partsfor the convenience of titt'ing',a`ndis con-' nected by a socket.v :,Theends ofeach portion' f' are square and concealed within thesocket: To leach of :these rectangularblo'cksIfix ver-y i .lll

. descent take up its position at a tically, by means of bolts, a spring-metal plate, 35, havinga bending power proportional to the excess of weight necessary to make the lever 12 tilt freely. The said screw-threaded spindle 34 is confined longitudinally within the rotary frame 5, and is provided outside the said frame-with a hand-wheel, 34". When this hand-wheel is turned to the right or' to the left, the screw-spindle 34 will revolve in its own place; but as the screw-threads providedwithin each block 33 are cut in opposite directions the said blocks will advance toward or recede from each other by sliding in their guides 34.

It will have been inferred from the preceding statements that what 1 term the brake is in this instance the spring-metal plate 35, against which the counterpart 12 of the tilting lever rubs at the 'end of the descent of the tilting lever l2. The cylindrical body which terminates the counterpart 12' acts tangentially to the said spring-plate; but it will be readily understood that the more the latter advances within the are described by the conn. terpart 12' the greater will be the resistance it will oppose to friction upon the said cylindrical portion. It might even by this means entirely annihilate the shock dueto the fall of the tilting lever. On the otherhand, the farther it recedes from the end of the said arc described by counterpart 12' the less will its action be felt. By means of screw-rod 34 the required amount of friction of the spring-plate against the cylindrical body of counterpart 12 may be adj usted at will. This adjustment must be eiected in such a manner that the tilting lever in falling should at the end of its distance of three or four degrees from the guide-rod 24 or 24', with which it must corne in contact. This self-acting brake is double, as is shown in the drawings. At the end of each stroke the tilting lever acts alternately upon one of the springs 35 35, situate on the opposite sides.

When the lever 12 falls, it tightens the springplate 35, but only for an inappreeiable moment, for the propelling-rod, as soon as it reaches the end of its stroke, moves back in the opposite direction; and the tension on the spring 35 even tends to facilitate the breaking of its contact with counterpart l2', as it presses it in its turn-against the latter when the propelling-rod moves back in the opposite direction.

In the drawings the lever 12 is everywhere represented at its neutral point-that is to say, at the commencement or at the end of its propelling-stroked-with the exception, however, of Fig. 7, where its three chief positions may be seen.

It may be useful to explain here what would be the objectionable consequenceof the application of a stationary frame instead of the pivoted or oscillating or rolling frame 5. j

I have mentioned above that the lever 12, when it has reached the end of its propelling motion, describes an arc of forty-tive degrees 'I v n.

before it can resume its vertical position. The ship begins to roll and is inclined at an angle of fifteen degrees on the Vside opposite to that to which the lever has beentilted. Under suchcircumstances the lever could not possibly beset right nor the wrong movement retarded, owing to the fact thatthis would require a much greater pressure of the spring 30. Then there would, besides, be the greater inconvenience that as the propeller-rod would move back in the opposite direction, and as the tilting lever could not be set right, the `propellerpaddles would remain immersed in the water and tend to propell the vessel in a direction opposite to that in which it is intended to go until the end of the stroke of the said rod is reached.

`I now come to the description of the rollcounterpoise 15, arranged upon the propellerrod 9. lts object is to maintain the propellerrod 9 constantly in a normal position in relationto the plane of the water during its reciprocating motion, however heavy the rolling of the ship may be.

l have hereinbefore described the pressingspring 30, which is attached to the guide-rods at about two-thirds of its length. The result of this arrangement is that at about two-thirds of its stroke the tilting lever is in contact with the pressing spring 30, and the latter, by reason of its oblique position, will oppose a resistance to the tilting lever and have the tendency to turn it over; but, 'owing to the roll-balance 15, which permanently maintains the propelling-rod in the same plane, no such overturning ensues. As soon as the lever 12 has taken up its vertical position, the pressurespring 30 will be entirely compressed and leveled in a parallel direction below the guiderod. The said spring being thus tightened, it will not expand and press the tilting lever until the propeller-rod reaches the dead-point. It will be understood that the counterpoise has sufficient weight enabling it not only to compel the propelling-rod 9 to retain its normal position at each rolling movement of the vessel, but it should also resist the thrusting effect of the tightened spring 30 while it is in contact with lever 12.

The construction of the roll-counterpoise ICO will be easily understood by reference to Figs. y

4 and 5 and to Figs. 10 and 11, representing, on an enlarged scale, the arrangement thereof in longitudinal section. This counterpoise 15 consists of a metal piece of any determined weight, according to circumstances. It is provided with a collar in two parts, made in the shape of a journal-box. The lower part of the said collar is integral with the counterpoise, 'so that when the two parts of the collar have been firmly attached together by bolts or otherwise the collar, with the counterpoise, may be made to turn freely around the propellerrod 9; but in the present instance the order is reversed, the propelling-rod oscillating in the collar, while the counterpoise, by reason of its weight, always retains its vertical position.

y turning during its longitudinal stroke, the said Y forms practically one piece 36, when the disconnection takes mains within thecollar 14. The h'ead of each/ keyis formed of a collar, 36or 37, and screwed upon the stem. nThe stem of `each is, morei' In order to prevent the propeller-rod from.

counterpoise must be'iirmly attached to the said rod; butr at the 'momentwhen the rod reaches the dead-point it must have complete `freedom and momentary independence, so that it may be turned over by the tilting lever 12. The twoA collars 14 14 between which the rollcounterpoise is placed, are for the convenience of their construction and mounting each made of two equal parts coupled by means of bolts. Each collar 14 14 is firmly keyedupon the propellerfrod, and with it. The col1 lar or hub of the counterpoise 15-is tittedvsomewhat tightly between the said collarsV 14 14.

At 36 and 37, Figs. 10 and 11, two keys are shown. These keys are movable, vand their object is to connectihe collar of the counterpoise to the propellerrod during the whole or thc reciprocating motionofthe latter; but

when ,at they end of the'said motion the dead?v point is reached those keys are to disconnect the said collar again, so as to make it inde-.'

pendent of. propeller-rod 9. The stem of the left-hand key, 36, passes through the connecting-socket 13, shoulder 14,'and collar 15, and, lastly, the end portionv of bit 36 of the key place, re-

over, surrounded Witha spiral spring. The spring of 36 has its fulcrum or points of lsupport-on' one side against the head of the key and onthe other side on the collar 14, and is at the Sametime located in a hole bored in the thickness of the shaft-flanges 13. The result obtained by this Varranged is that if during the motion of the-propellenrod the left-hand key, 36, 'be engaged by its bitA 36within`the part 15 of the collar of the counterpoise, it will connect the latter withthe propeller-rod; but.

if upon arrivingat the end of its stroke ythe key 36 bears against the plumber-block 23 of f gaton'on `rivers or canalsthe",1"olling frameV f' The stem of each key 36 and 37 is locatedy close against the propellingrod, and at the time when the vdisconnection takes place-that is to say, whenlthe propelling-rod freely'oscillates, describing an arc of forty-five degrees within the collar 15 of the counterpoise-the said stem of each /key 36 and 37 turns around in one of two grooves, 38 and 38', (seeFig. 11,) providedin'the collar of the counterpoise a distance equal to the conversion movement of on the propeller-rod,

the propeller-rod 9.v The bit 36 will theniconpoise 15 during the time necessary for thepro' Ypelling-rod 9, with-its compressings'prin'g, to

complete its stroke; but whenthe key/3 6 dis- Bngages or comes outof gear the vreverse oscillating motion of propellerrod 9 bringsv the opening vof the groove 38 opposite thevbit'37 .of key l37', whose rspiral's'pring then immedi- Y ately expands andv rapidly ,throwsy the said counterpoise lhese operations are repeated at the end. of each stroke alternately in the Vkey-bit, 37 into VgearV with thecollar'fof the r so two direct-ionsof the tiltinglever12,`and'con 'l f sequent-ly of the propelling-rod 9. The'keys 36 andv37, as shown in`Figs.10 and '11`,are arranged in opposite directions to eachother,

so as to bear at theend ofeach vopposite stroke the one 36 against the plumberiblock 230i the large support23, andthe other, 37, lagainstthe plumber-block ofthe brackct17. Owingto. y

lthesaid roll-counterpoise, then, Vit will be'seen that however strong the rolling motionof the Vessel maybe they propellingpaddlesf'will` alwaysl retain their normal position in the v`v v ater; Were rno such counterpoise usedthe sameinconvenience as is inherent to ordinary paddle;

wheels would here beffelt in the case of rough sea-that is to say, the'wheels are .i either to-V tallyimmersed in the water or lw'orkjentirely out of it-an extremely serious drawbackas regards the motive engine, in consequence of the shocks and the Atwisting strains" to ywhich `the'd'rivi'ng-shaft is subject.- Should, 'moreroo.y

over, the propeller-"paddles follow the rocking I motionof the vessel the larboard and the `star.

board apparatus would eachin its turn work 1 a `far above the Water or sink deeper into it thanv is' desirable; but'th'e most serious'p'o'int isthat the paddles in rising, when theyfshouldfproduce no effect whatever, will, if they bel on the side toward which the ship is inclined, re@v I IQ main under thewater, and therefore propelthe ship in the wrong direction.

It is h ardlyfnecessary to lsay that for navimay bemodiied o r replaced altogether by an' ordinary stationary frame. The roll-counter'- quired 'in such case. i,

. '1.15 poise. would not,.as a matter of course,`=bere, l

Irwill now describe the reversing-gear by A .l

which I provide for the reversing of the' 'move-1 .Y 'j

12o vselahead or astern,`r'efer`ring first to'y `]1"i`gs.r4,

ments 'of the propellerfor propelling 'the vesf` 5, 6.- Above one of the supports, 26,11in' thel rolling frame 5 (see Fig. .5) there is 'placed vhorizontally a spring-plate, 40, of which'onc; `end is permanently secured to one of the sides f 4of the rolling frame, while the otherend is 1 free, but engages ina ygroove provided on thel oblique guide-piece yf2.4 of the parallelogram.

havqthg'paddles propel inl asternwi'se'f direc tion, it will be sufficient for the parallelogram to take up a position (shown in dotted outlines in Fig. 5) contrary to that which it first occupied, (shown in unbroken lines,) the consequences being that the inclined guide 24 will leave 28 and turn to 29, where it will rest. In the same way the inclined guide 24 will leave the point 28' and bear on point 29' instead, Fig. 5. To accomplish this change, the oblique guide 24 is pushed toward the desired point until the position is reversed. During such pushing action the guides 24 and 24' move on their pivots 26 through the medium of small transverse and jointed rods 25 and 25', describing a large curve. These small rods are supported by a metal platform, 27, in the frame 5, and as the inclined guides 24 and 24 are likewisesupported in their central portion by their pivots 26 the result is that the parallelogram may move without any strain and with the greatest facility. It is evident that when the parallelogram is caused to assume the reverse position the springplate 40 is bent until the said parallelogram reaches the desired point. The reversing of the parallelogram is effected by means of a pistonor plunger, 41', in a small cylinder,41, bolted to one side of the rolling frame 5, the rod of the said piston 41 (see Fig. 5) bearing against the oblique guide 24. If steam or compressed air` be now admitted through the bottom of the small cylinder 4l at a pressure greater than the power of resistance of the spring 40, the piston will advance and cause the pistonrod,which is in free contact with the oblique guide 24, to push the latter and press back the spring 40 until the parallelogram bears against the points 29 29'. The parallelogram will be retained in this position so long as the pressure continues within the cylinder 4l but the moment when such pressure ceases, in consequence of the steam or compressed air being allowed to escape, the parallelogram will almost instantly resume its original position under the automatic pressure of spring 40,thereby enabling the vessel to move ahead.

To admit steam or compressed air into or let them escape from the small cylinder 41 any suitable system of three-way cock 42 or valve may be used, one of the ways of said cock or valve communicating with the fluid under pressure, the second with cylinder41 by means of the jointed tubes 43, Fig. 2, and the third with the exhaust.

The reversing-cock 42 should be placed in the engineroom within easy reach of the engine-driver, as shown in Fig. 2, or it may, if preferred, be located on the bridge within the captains reach, thereby enabling the latter to reverse the motion of the vessel without even communicating with the engine-driver. Y

The shape of the paddles and their arrangement are chiefly represented in Fig. 13. The head of 4 each paddle is rounded like a pillowblock, and is made in two parts permanently bolted together.

l moving propeller-shaft,

The body of each-paddle may be made of wrought-iron, or, preferably, of steel, sc that strengthbeingthesanie it may be comparatively lighter, or it may be made of a single piece and form two longitudinal branches, 45 45, connected with transverse arms 46. The two 1ongitudinal for the cross-ties and the stays or tie-rods. "Ilie open space between the said longitudinal branches 45 and the transverse arms 46 may be filled by some tightly-'fitting wood-work, and the paddle will then be perfectly solid, while its weight will be much less than if it Were wholly made of iron. The edges of each paddle should be beveled all around, so that ,they enter the water the same as a knife would do, encountering as little resistance as possible.

Each propeller is represented as covered by a drum or protecting-case, 19, which 1s built into the hull of the vessel. u

I may add that although the gear operating the various devices is identical, two of the said devices (those locatedjat the stern of the ship) branches 45 are provided with holesA possess, nevertheless, some peculiarities which must be pointed out.

The propeller-rods operating the propeller devices placed at the fore part of the ship are actuated by asingle connecting-rod, while lthe two propeller-rods operating the devlces situated at the stern are actuated by twin 7 conl necting-rods. This arrangement is necessary, in order that the propeller-rods fore and aft may have one longitudinal axis in common. (See Fig. 2.)

What I claim as my invention, and desire to secure by Letters Patent, is

1. A propeller for a vessel, consisting of a shaft or rod and paddles attached thereto on one side only of its axis, said shaft or rod recei'ving a longitudinal rectilinear reciprocating motion in a fore-and-aft direction o r length- Wise of the vessel and an oscillating movement about its own axis, substantially as herein described. y

2. The combinatiomwith the rectilinearlyreciprocating propeller-shaft 9, of the mechanism herein described for producing the oscillating motion of said shaft, said mechanism consisting of two rods or ways, 24 24', arranged obliquely to the axis of said shaft, the tilting lever 12, fitted to the shaft to have a limited oscillating movement independently thereof, and the springs 30 30, attached to the said rods or ways 24 24', all substantially as herein set forth.

3. The combination, with the rectilinearlythe tilting lever, and the rods or ways 24 24', arranged obliquely to said shaft, of the rolling frame 5, furnished with trunnions through which said shaft passes and fixed bearings for said trunnions, substantially as and for the purpose herein set forth.

4. The combination, with the rectilinearlyreciprocating propel'ler-shaft 9, of the rolling frame 5, the rods or ways 24 24', pivoted in said rolling frame and furnished with springs IOO IIO

,381,235'@ I Y. v7'

yto the reciprocating rectilinear movement thereof, substantially as herein set forth.

5. The combination, with the 4oscillating and rect-ilinearly-reciprocating propeller shaft f or rod 9, Vthe rods or ways 24- 24', arrangedobliquely to the axis of said shaft or rod, and the tilting lever l2, which is fitted to said shaft or rod to have a limited oscillating movement in-- dependently thereof, and is provided with an extension, l2', below the said shaft or rod, and which runs on said rods or ways, of the adj ustable brake for controlling the fall of said tilting lever, said brake consisting ofthe adjustable blocks 33 33 and spring-plates 35 35, attached to said blocks for acting upon the' saidextension 12f'of the.v said lever, and the screw 34', for adjusting the said blocks, all substantially as herein described.

Y 6. The combinatiomwith the propeller-shaft 9 andthe tilting lever 12,A for turningit ongits axis, of the roll-c'ounterpoiseconsisting of the spring-actuated `keys 36 37', for causing the en gagement of the counterpoise 15 withvthe shaft during the reciprocating movements ofthe latter and their disengagement at the end' of vfcounterpoise. 15, fitted tothe shafi, and] the A L each stroke of theshaft,substantiallyas herein described. 4 j .e 7. The combination, with the oscillating pendicularly therefrom, ofthe bracesQl, parallel ywith the'shaft and connecting thejpaddles together, and theoblique ybraces 22,f c 'n` necting the paddles with thev shaft,.substani tially as herein described.= f p vI n testimony whereo` I have signed this specification iny the ing witnesses.)

v' Witnesses:V

j J.N,Icoml s,Y y /BIERNARDABADA e 'as and rectilinearly-reciprocating propellerlshaft n g C and the paddlesl projecting vradially and per-- presence of two subscrib-` EMMANUEL Gnirnon. i 

